Installation system of pneumatic and electrical modules in the coupling head of a truck

Abstract

This invention relates to an installation system for pneumatic and electrical modules, which is installed in the coupler head of a freight or passenger car of a freight railway vehicle. The system integrates pneumatically connected modules and their isolation or shut-off valves, as well as modules corresponding to electrical and data connections, all contained in a bracket connected to the coupler head, such that the bracket can be guided by an elastic device to perform a proximity / connection movement.

Description

Technical Field

[0001] This invention relates to the railway industry, and more specifically, to a system that enables the installation of modules associated with pneumatic brake lines and their isolation valves, as well as modules for electrical and data connections, in mechanical couplers of freight or passenger cars in the railway sector. Furthermore, this installation system is essentially designed for use with couplers based on the Wilson profile, also known as SA-3 couplers, primarily for freight or passenger cars in freight rail transport. Background Technology

[0002] Today, there are many types of freight or passenger car couplers on the market. Some are mainly used for freight applications, while others are used for passenger applications. For simplicity, from now on, freight cars or passenger cars of rail vehicles will only be referred to as freight cars, although all descriptions are equally valid for passenger cars of rail vehicles.

[0003] Over the years, UIC standards have included truck designs that allow for the integration of semi-automatic or automatic central couplers. Some standards, such as UIC 530-1, even define in great detail the interfaces and coupler types that should be used.

[0004] However, despite the wide variety of solutions available, the European freight transport system lacks an automated solution that achieves the same functionality as solutions that have existed and been used in passenger transport for many years.

[0005] In Europe, the most widespread solution is based on a so-called "spiral coupler," which consists of a coupling device located on one of two trucks, to which chains from the adjacent truck are connected. Driven by a handle via a pivot, the chain shortens until the brakes of both trucks engage and the brake hoses, electricity, etc., are connected.

[0006] This solution forces numerous manual operations during both the freight car coupling and uncoupling phases, which poses risks to personnel. Furthermore, it significantly increases the time required for the train production process.

[0007] Furthermore, the use of these systems generates greater stress between vehicles, leading to increased wear on tracks and wheels, thus impacting operating costs. This stress further creates a higher risk of derailment, as the attachment between vehicles often prevents one vehicle from rotating relative to another when traversing curved paths.

[0008] In passenger transport, most existing products are based on the Scharfenberg-type solution, the world's most widely used automated coupling system. One of its greatest advantages is that, in addition to performing traction and impact actions, it allows brake air to pass through without hoses and connect the remaining components required for the train. This is possible because the Scharfenberg coupler has a small tube for brake air passage and a keypad with electrical connectors.

[0009] However, the low load capacity and high production cost of this type of coupler make it unsuitable for use in freight vehicles.

[0010] Furthermore, this type of coupler used in passenger vehicles requires very narrow contact between its front ends to be able to engage, which is a problem in icy and snowy environments where ice adhering to the front ends and mechanism can prevent engagement. It is for this reason that these solutions use heated elements in cold environments. However, due to high production and maintenance costs, as well as increased energy consumption, this type of heated system is not ideal for use in freight trains.

[0011] In the freight transport sector, the most common coupler in Europe is the "spiral coupler," the Janney type coupler, which can be its D, E, F, H and its "Alliance" variants, all of which are based on the AAR (American Association of Railroads); solutions based on the Willison profile, such as the SA-3, AK69, C-AKv and Z-AK, are used in countries such as Russia, Iran, Turkey and China; there are also other variants based on the Scharfenberg, BSI or Schwab types.

[0012] While Voith's Cargoflex coupler, based on the Scharfenberg-type solution, does offer a solution for merging electrical and pneumatic modules, no known solution to date has been able to integrate these modules into the coupler head of a Willison-type or similar solution, such as the SA3, which is one of the most widely used couplers in the world.

[0013] To date, the mechanical characteristics of the "Willison" coupler have prevented solutions for integrating electrical and pneumatic modules, as the gaps and relative movement between the couplers can damage the electrical and pneumatic connections during operation at the coupled position.

[0014] In view of the aforementioned drawbacks or limitations of existing solutions, there is a need for a solution that can integrate the aforementioned electrical and pneumatic modules into the "Willison" type coupler head, namely the SA-3 variant used in Russia, which is the object of this invention. Summary of the Invention

[0015] In order to achieve this objective and solve the technical problems discussed to date, in addition to providing the additional advantages described below, the present invention provides an installation system that enables electrical and pneumatic modules to be incorporated into Wilson-type coupler heads with high safety.

[0016] According to the present invention, the module integrating the pneumatic connection and its isolation valve or shut-off valve, as well as the module corresponding to the electrical connection and data connection, are all included in the bracket connected to the coupler head, such that the bracket can perform a near-axial guided movement with respect to the longitudinal axis of the coupler head.

[0017] This movement can be performed in the approach / connection direction by the action of an elastic device, preferably composed of springs. The bracket can also perform a retraction / disconnection movement in the opposite direction to the previous one. According to a practical embodiment, the rotation of the shaft of the mechanism of the coupler head is transmitted to the traction element by means of a corresponding transmission element, which is preferably a cable, thereby applying a force to pull the bracket backward against the action of the aforementioned springs, so as to separate the modules.

[0018] The cable passes through a pulley mounted on a support, which preferably consists of a pivotable linkage and has an elastic device to maintain cable tension in all positions of movement. The movement of the bracket is guided by a pair of guide shafts.

[0019] The bracket also has a certain function in the vertical and horizontal directions by means of a suspension device consisting of vertical and horizontal springs, according to limited, guided and damped movement; thus, in all these cases, the bracket has floating elastic mounting members according to three Cartesian axes, one of which is close to the longitudinal axis of the coupler head, and the other two are according to two corresponding axes included in a plane transverse to the first axis.

[0020] A pair of guide shafts for the bracket are disposed in a frame, which is mounted on a pair of guide members integral with the coupling head of the truck. The guide members allow limited vertical and horizontal movement of the frame, and consequently allow limited movement of the bracket to establish a floating, resilient mounting for the bracket.

[0021] The pneumatic module includes a shut-off valve connected to the truck's brake line, which defines three chambers with a pushrod held in the closed position by a spring. The front chamber is the area of ​​the valve nozzle, the central chamber connects to the outlet conduit, and the rear chamber functions to perform pressure compensation to avoid excessive switching stress when operating against air pressure.

[0022] The valve includes a retaining element that resists the action of a spring to hold the tappet in the open position. During the coupling of the two trucks, the tappet of each valve is in the open position, where it is held by the retaining element, connecting the front chamber to the central chamber and allowing air to pass through.

[0023] The retaining element of the pushrod, preferably in the form of a stop pin, is connected to the rocker arm. When the bracket moves in the retraction direction, the rocker arm swings and removes the stop pin, causing the pushrod to be released and return to its initial position, thereby closing the air passage and preventing air from escaping from the vehicle tube into the atmosphere.

[0024] If the mechanical connection fails and the physical connection between the trucks is interrupted in an undesirable manner, air is discharged to the atmosphere through the outlet duct of the central chamber, as the tappet is still held by the stop pin, thereby reducing the air pressure on the brake line.

[0025] The bracket includes a male centering device and a female centering device, which are used to center the pneumatic connection module and the electrical connection module when two trucks or buses are connected to each other.

[0026] The bracket also includes a conical or circular pointed head mounted on an axis associated with a connecting rod having a cam associated with a ratchet mechanism. This mechanism determines that when the bracket moves in the approach direction, the cam does not act on the connecting rod, but when the bracket retracts, the cam acts on the connecting rod, causing the head to move in the opposite direction to the bracket. Thus, when the bracket moves in the approach direction, the head remains stationary and not in contact; while during the bracket's retraction, the head moves in the opposite direction to the valve to actuate the rocker arm of the stop pin of the valve of the opposite coupler, thereby closing the valve of the actuated coupler and the valve of the opposite coupler through the action of the coupler on one side of the vehicle.

[0027] The electrical module consists of a keyboard that houses electrical contacts and comprises a central body, a rear cover, and a movable cover. When the bracket moves in the approach direction, the movable cover is pushed by a device that lifts it to the open position; and when the bracket moves in the opposite direction or the retraction direction, a resilient device brings the bracket back to its closed position.

[0028] Regarding the front portion of the bracket, a latch is provided that holds the bracket against the action of a preloaded spring that tends to move the bracket to an approach position. This latch releases the bracket when the coupler heads of two adjacent vans or buses are engaged. Attached Figure Description

[0029] Figure 1 It is a perspective view and schematic diagram of the entire coupler of a freight or passenger car in a freight railway vehicle.

[0030] Figure 2 This is a perspective view of the coupler and the guide base (8) of the truck.

[0031] Figure 3 It is a perspective view of the chain (9) of the rotating cam (11) of the fixed mechanism that connects the actuator rod (10) to the coupler head (1).

[0032] Figure 4 A front perspective view shows the movable bracket (12) and its guide rail (15) according to a non-limiting actual exemplary embodiment, where the pneumatic and electrical modules are not shown in order to better see the mechanical structure of the bracket (12).

[0033] Figure 5 A view similar to the previous one is shown, but now it is seen from the rear of the bracket (12).

[0034] Figure 6 This is a perspective view from the rear of the bracket (12) so that one side of the bracket (12) can be seen.

[0035] Figure 7 It shows a view similar to the one shown earlier, but now from the other side.

[0036] Figure 8 yes Figure 6 Detailed magnified and perspective views are provided to show the installation of the retractable cable (17) of the bracket (12).

[0037] Figure 9 It is a detailed perspective view to show the vertical and horizontal mounting system of the bracket (12).

[0038] Figure 10 This is a cross-sectional view of the frame (28) of the guide shaft (15), in which the installation of the tube shell (6) for the horizontal mounting of the mounting bracket (12) can be seen.

[0039] Figure 10a yes Figure 10 A detailed magnified view of one end.

[0040] Figure 11It is a detailed perspective view so as to show the construction of the guide component (27).

[0041] Figure 12 This is a perspective view of the bracket (12) shown from the front.

[0042] Figure 13 The present invention is a perspective view schematically shown from one side of the pneumatic isolation valve (13) according to a non-limiting actual exemplary embodiment.

[0043] Figure 14 A view similar to the previous one is shown, but from the other side of the valve (13).

[0044] Figure 15 This is a detailed longitudinal section of valve (13) to show its internal parts.

[0045] Figure 16 This is a detailed perspective view showing the actuation mechanism of the retaining element (42), which is used for the push rod (33) of the blocking valve (13).

[0046] Figure 17 An exploded perspective view of the mechanism is shown, which determines that as the bracket (12) moves in the retraction direction, the rocker arm (43) of the valve (13) of the relative coupler is actuated, thereby closing the valve (13) of the actuated coupler and the relative coupler by acting on the coupler.

[0047] Figure 18 and Figure 19 These are perspective details of the front and side views of the electrical keyboard (14).

[0048] Figure 20 The keyboard (14) is shown with the cover (14.1) partially open.

[0049] Figure 21 It is a perspective detail of the latching mechanism (52), which must automatically release the bracket (12) so that the bracket can move in the approach direction under the action of the spring (16). Detailed Implementation

[0050] The present invention relates to an installation system for pneumatic and electrical modules, which is installed in the coupler head of a freight rail vehicle or passenger car, more specifically, in a coupler head of a type known as Willison or its SA-3 Russian variant.

[0051] The railway coupler shown includes a coupler head (1) or structure for mechanical centering and connection, which includes a centering surface and an alignment surface, and a mechanism housed therein, which enables the opposing couplers to be mechanically fixed by movable parts, with the purpose of transmitting traction and compressive stresses between railway freight cars or passenger cars to be identified as freight cars.

[0052] The coupler head (1) is semi-automatic because the fixing mechanism is actuated without any manual intervention or external actuation system. The mechanical fixing is based on the Willison solution, namely the Russian-made SA-3 / CA-3 coupler.

[0053] The rear of the coupler head (1) includes a drawbar (2) having a connecting groove at its rear for fixing to a truck or bus according to the direction of travel of the vehicle. The drawbar (2) enables the coupler head (1) to rotate about an axis in the vertical direction so that the vehicle is properly positioned on a curve.

[0054] The traction rod (2) can be integrated into the components that make up the coupler head (1), or it can be another separate component connected by a half-flange system, similar to the system commonly used in coupler systems in the railway field.

[0055] At the rear of the coupler is the energy absorption system (3), such as Figure 1 As shown, the system includes a component called an anvil (4), a damper (5), and a pin (6) for securing the traction rod (2) and the head (1) to the anvil (4).

[0056] like Figure 2 As shown, the energy absorption system (3) is integrated under the frame (8) of the vehicle and transmits traction and compressive stresses through stops mounted on the frame. For trucks, these stops are defined in the UIC 530-1 standard, which, in addition to the location and the load to be supported, defines the dimensions of the cavity in the truck's frame that houses the energy absorption system, referred to as the UIC tunnel.

[0057] The lower surface of the traction rod (2) of the coupler head (1) rests against a structure transverse to the direction of travel of the vehicle, which is called the vertical support, and... Figure 1 and Figure 2 The figure is indicated by reference numeral (7).

[0058] The vertical support (7) is fixed to the guide base of the truck frame (8) by screws or welding. The function of the vertical support (7) is to keep the coupler head (1) horizontal and to center the coupler head when the vehicle is traveling in a non-coupled position on a curve.

[0059] Mechanical locking systems of the Willison or SA-3 / CA-3 type are so-called semi-automatic because the coupling between the trucks is automatic, but separation requires an external actuation system to perform the mechanical separation. This external manual actuation system can use a release bar (10) mounted on a guide base of the vehicle in a direction transverse to the vehicle's direction of travel, the release bar including a chain (9) or connecting cable at its end closest to the center point of the track. The chain (9) or cable is attached at its opposite end to a connecting rod (11), see [link to relevant documentation]. Figure 3 The linkage is integrally attached to the shaft head of a fixed mechanism located within the head (1). This operation can also be performed by an electric or pneumatic actuator mounted on the vehicle, which tensions the chain driven by the linkage, or tensions a second chain that also originates from the same fixed point or the linkage (11) connected to the shaft of the mechanism. Other possible external actuation methods exist, such as actuating the mechanism via actuators or robots mounted externally to the vehicle.

[0060] This entire mechanism, through which two adjacent trucks are connected or disconnected, is arranged in the central area at both ends of the trucks, not specifically at the front or rear ends, as the trucks can move in both directions. Similarly, it must be considered that the coupler can rotate, and its direction of movement is not consistent with that of the vehicle. In fact, the vehicle's direction of travel is only consistent with the coupler's connection direction on straight tracks, not on curved tracks. However, for the sake of simplicity, throughout the description and the invention, when referring to the direction of movement of the trucks or the vehicle as a whole, it is assumed that this direction is consistent with the direction of the coupler, and therefore, the direction of its associated elements.

[0061] Everything mentioned so far can be considered part of existing technology. For example... Figure 1 , Figure 2 and Figure 3 As shown, at the lower part of the head (1), a module integrating the pneumatic connection of the brake pipe, along with an isolation valve or shut-off valve, and an electrical connection responsible for transmitting data and / or power signals, is integrated. For this purpose, the lower part of the head (1) has a fixed surface that allows these modules to be connected, and it is precisely how these modules are installed and the special construction of some of these components that is the essence of the invention.

[0062] According to the invention, the module for pneumatic, electrical, and data connections between trucks is arranged in a bracket (12), see [reference needed]. Figure 4 and Figure 5The bracket is a movable structure that integrates a shut-off valve or pneumatic isolation valve (13) and an electrical connector box or keypad (14). These components are arranged in a central position relative to the center point of the track or the center longitudinal section of the vehicle and coupler, with the shut-off valve (13) arranged at the top and the keypad (14) arranged at the bottom, and vice versa.

[0063] like Figure 4 and Figure 5 As shown, the bracket (12) consists of a U-shaped frame, having a front portion (12.1), a base (12.2), and a rear portion (12.3). The front portion (12.1) has an orifice (12.4) for mounting the valve (13).

[0064] The function of the bracket (12) is to approach or move away from the front contact surfaces of the pneumatic connection module and the electrical connection module when the two coupler mechanisms of two adjacent trucks are facing each other. When the heads (1) are already connected, this is achieved by the movement of the bracket (12) in the direction of the vehicle path and, depending on whether the truck is in front or behind, in one direction or the other.

[0065] This movement will be defined as a proximity movement, which allows the corresponding surfaces of the two brackets (12) to contact for electrical, data, and pneumatic connections. Furthermore, this movement is also responsible for interrupting these connections by moving the brackets (12) in the direction opposite to the proximity direction, which will be defined as a retraction movement. In addition to enabling or interrupting these connections, these movements also serve to protect the contact surfaces of these connecting elements from the effects of lateral movement occurring between the coupler heads (1) during engagement and disengagement.

[0066] The approach and retraction movements of each bracket (12) are guided by a pair of guide shafts (15), the theoretical longitudinal axis of which is adjacent to the theoretical longitudinal axis of the coupler head. The approach movement of the bracket (12) is driven by a device using springs (16) or by any other similar conventional solution.

[0067] like Figure 5 and Figure 9 As shown, a pair of guide shafts (15) pass through the portion identified by reference numeral (28), which forms the frame of the guide shafts (15) of the bracket (12).

[0068] The retraction of the bracket (12) is achieved by a cable, chain, or similar means. According to... Figure 6 and Figure 7 The non-limiting practical exemplary embodiments shown and Figure 8 For details, use cable (17), one end of which, see Figure 8It is connected to the rear part of the bracket (12), but it can be further connected to another point of the bracket (12).

[0069] The other end of the cable (17) is connected to the connecting rod (18), which is integral with the rotation axis of the mechanism of the coupler head (1); such that when the separating rod (10) is acted and rotates on the axis of the mechanism of the head (1), the fixing element of the coupler is separated, and at the same time the cable (17) is tensioned, causing the bracket (12) to retract and removing the pneumatic and electrical connection elements, thereby interrupting the pneumatic and electrical connection between the vehicles.

[0070] The cable (17) has a guiding element, which may be made of pulleys (19 and 22) or equivalent elements, which perform the guiding function but also maintain their tension throughout the connection operation.

[0071] according to Figure 6 , Figure 7 and Figure 8 In the non-limiting exemplary embodiment shown, pulley (22) is mounted on a fixed shaft; while the shaft of pulley (19) is mounted on a movable link (20) arranged in a bracket (21), in which a spring (23) is installed, providing a floating arrangement for the movable link (20) to be tensioned by the spring (23). Thus, the cable (17) is always kept properly tensioned during the approach and retraction movements of the bracket (12).

[0072] It has been envisioned that such tension of the cable (17) can be achieved through other constructions, such as a system that linearly drives the pulley (19) via an elastic device that provides a floating mount for the pulley.

[0073] As a variation of the actual embodiment, alternatives are also envisioned to use these devices in the opposite manner, namely, to drive the bracket to its approach position by means of a cable (17), chain or the like, and to drive the bracket (12) to its retracted position by means of a spring (16), compression or traction or even other equivalent means.

[0074] To protect the electrical, data, and pneumatic connection systems from the relative movement between the coupler heads (1), the bracket (12) has a mounting system, in addition to forward and retractive movements, that provides a certain floating elastic play, with limited vertical and horizontal movement capability based on two orthogonal axes contained in a plane transverse to the theoretical longitudinal axis of the coupler head. One axis is oriented vertically, while the other is oriented horizontally.

[0075] The mounting system is arranged between the bracket (12) and the fixed part, wherein the bracket (12) is mounted on the fixed part, and the fixed part is connected to the structure of the coupler head (1).

[0076] According to a non-limiting practical embodiment, this mounting system of the bracket (12) is determined by a spring, but it can also be achieved by other solutions, such as damper elastic elements or other conventional devices that provide the possibility of a certain floating elastic gap for the mounting of the bracket (12).

[0077] The arrangement of a vertical mounting system may include two, four, or more springs. According to a preferred embodiment, such as... Figure 5 and Figure 9 As shown, two pairs of springs (24 and 25) are arranged relative to each side of the bracket (12). According to this embodiment, a preload is established for each pair of springs (24 and 25) such that they operate under the same load in their nominal mounting positions via compression. Thus, when there is vertical movement, one is loaded while the other is unloaded. The aim is to maintain a characteristic curve that is as symmetrical as possible in both directions of movement.

[0078] The horizontal mounting system allows for variations of the same implementation as the vertical mounting system, the purpose of which is to apply thrust or traction stress to a specific surface of the bracket (12). According to a preferred embodiment, such as... Figure 5 and Figure 9 As shown, it includes a pair of tube shells (26) on each side of the bracket (12).

[0079] Figure 10a It is shown how each tube shell (26) is constructed from a body (26.1) in which a spring (26.3) is installed, which is arranged between the rear cover (26.4) and the push piston (26.2).

[0080] like Figure 4 , Figure 5 and Figure 9 As shown, there are guide components marked with reference numeral (27), which are fixed to the lower part of the coupler head (1). Figure 11 The shape of these guide components (27) shown is defined by a body (27.1) with a “C”-shaped upper plane and a cantilever protrusion (27.2) in its central region, in which the corresponding ends of springs (24 and 25) engage.

[0081] The shafts of the springs (24 and 25) are fixed at their upper part to a plate (28.1) integral with the support frame (28) of the guide shaft (15) of the bracket (12), and similarly fixed at their lower part to the support frame (28).

[0082] The support frame (28) is guided at its ends in both vertical and horizontal directions into a guide component (27) integral with the coupler head (1), see [reference]. Figure 12 All of these enable the mounting of the bracket (12) to move along the guide shaft (15) supported by the frame (28), and also enable the bracket (12) to float and move with damping along a limited path in the vertical and horizontal directions along an axis contained in a plane transverse to the direction of the truck's movement.

[0083] like Figure 11 As shown, low-friction plastic or metal steel shims (29) are arranged between the support frame (28) and the guide member (27) to improve sliding between them. For the same purpose, it has been envisioned that the tip of the head of the piston (26.2) of the casing (26) be made of low-friction plastic or metal.

[0084] The vertical and horizontal mounting system of the bracket (12) holds the bracket in its central position relative to the vertical and lateral movements permitted by the mounting system. In this way, when the coupler head (1) is in the uncoupled position, the mounting system brings the bracket (12) to its central position in both the horizontal and vertical directions, possessing a certain degree of elastic movement in both directions in each of the permitted directions of movement. This limited elastic movement capability translates into floating mounting, which is key to the ability to incorporate pneumatic and electrical connection modules into the Willison type coupler head or its SA-3 Russian variant.

[0085] In practice, when the truck is in the coupled position, the large mechanical clearance between the coupler heads (1) of the truck allows for a high relative movement between the coupler heads (1). In order to maintain the connection between the pneumatic and electrical modules of the two couplers, a system, such as the system of the present invention, is required that allows the connecting modules to have a certain floating elastic clearance and to disconnect them from the relative movement between the heads (1).

[0086] To ensure that the surfaces of the pneumatic and electrical connection elements coincide between the two facing couplers, the bracket (12) has a centering device consisting of a male (30) and a female (31). The male is based on a cylindrical geometry with a hemispherical or conical shape at its free end, and the female has a conical receiving geometry followed by a cylindrical hole, see below. Figure 12 .

[0087] As part of the pneumatic connection module, there is a shut-off or isolation valve (13) formed by a surround that can be composed of a single component or multiple components, which will be identified as a housing (32). Inside the housing is housed a sliding component, acting as a pushrod (33), which functions as a slider to perform sealing and closing, or to allow air passage, which is necessary in each case. See [reference needed]. Figure 15 .

[0088] The valve (13) has three chambers: a front chamber (34) in the area of ​​the nozzle (40), a central chamber (35) connected to the outlet conduit (37), and a rear chamber (36). Its function includes performing pressure compensation to avoid large switching stresses when operating against air pressure. For this purpose, the tappet (33) has a central connecting conduit between the front chamber (34) and the rear chamber (36).

[0089] A compression spring (38) mounted on the rear section pushes the push rod (33) to its foremost position, which is a rest position and prior to the engagement process. The pressure applied by the spring (38) is further used to ensure a seal between the nozzles (40) of the valve (13), for which the nozzles (40) further include elastomeric elements at their ends.

[0090] When the valve (13) is actuated by applying an external force to the front nozzle (40), the push rod (33) moves toward the rear portion against the action of the corresponding spring (38), and the front chamber (34) communicates with the central chamber (35) by the disappearance of contact between the central sealing gasket (39) and its closing surface. In this position, air flows from the front chamber (34) to the central chamber (35) and from that chamber to the outlet conduit (37).

[0091] Meanwhile, during the movement of the push rod (33), an interlock is performed by the locking system of the valve (13), which prevents the push rod (33) from returning to its initial position. The blocking system consists of a retaining element (42), which is preferably in the shape of a stop pin and is fitted onto a recessed surface (41) in the contour of the push rod (33) by a preload system.

[0092] This locking system is necessary in case of potential failure in the mechanical connection, and for example, in the event of a break in the physical connection between the two compartments of a vehicle. In this case, the function of valve (13) is to connect the automatic brake line (ABP) of the vehicle to the atmosphere. Thus, in this case, its outlet is connected to the front chamber (34) of the vehicle, which remains in communication with the central chamber (35), allowing air to flow out to the atmosphere through the outlet conduit (37) and reducing the air pressure on the brake line.

[0093] However, when attempting to perform an intentional separation operation, this connection must not exist, and the valve (13) must close the air passage from the central chamber (35) to the front chamber (34) by closing the central seal ring (39).

[0094] To return the pushrod (33) to its initial position, there is a mechanism consisting of a rocker arm (43) with an elliptical groove (43.1) housing a single rod (45) which is associated with a retaining element (42) at its end closest to the valve (13). The rocker arm (43) is also associated with an inclined ramp (44) fixed relative to the valve (13), see [link to relevant documentation]. Figure 13 , Figure 14 and Figure 16 .

[0095] When the bracket (12) moves the valve (13) in the retraction direction, the inclined ramp (44) contacts the end of the rocker arm (43), which translates into movement of the rocker arm and subsequently into movement of the component (45). This movement of the component removes the retaining element (42) from its housing within the recessed surface (41) of the profile of the push rod (33), in conjunction with... Figure 15 The position corresponding to the indicated position; causing the push rod (33) to return to its initial position, thereby closing the air passage.

[0096] While the bracket (12) moves in the retraction direction, a shaft with a tapered head (46) mounted in the valve (13) housing (32), see... Figure 13 and Figure 14 The head (46) moves in the opposite direction to the valve (13). The function of the head (46) is to actuate the rocker arm (43) of the valve (13) of the relative coupler, thereby closing the valve (13) of the coupler and the relative coupler by acting on the coupler. Otherwise, the valve (13) installed on the relative coupler will not perform the closing movement, and the opposite truck will be subjected to undesirable braking conditions.

[0097] To ensure this, such as Figure 13 and Figure 17 As shown, a connecting rod (47) is provided, which is connected to the head of the conical head (46) via an elliptical groove. The connecting rod (47) has a rotation axis (50) connected to a support frame (28) of a guide shaft (15). Figure 18As shown, the cam (49) is positioned at the lower end of the connecting rod (47). Thus, when the valve (13) moves in the retraction direction of the bracket (12), the actuator (48) impacts the cam (49), which transmits rotation to the connecting rod (47), causing the axially forward portion with a tapered head (46) to extend. As the axially forward portion with the tapered head (46) extends, it strikes the rocker arm (43) of the valve (13) relative to the coupler, thereby releasing the interlock of the retaining element (42) and allowing the valve (13) to return to its closed position.

[0098] When the bracket (12) moves in approach, the actuator (48) strikes the rear surface of the cam (49) connected to the link (47), causing the cam (49) to pivot via a ratchet mechanism without dragging the link. The ratchet mechanism transmits torque in only one direction of rotation, while leaving the other direction of rotation free.

[0099] As a variation of the actual embodiment, in order to achieve the rotation of the link (47) and the subsequent forward movement of the shaft with the conical head (46), the action of the cable (17) for retraction of the bracket (12) can be utilized; in this way, the cable (17) is connected to the link (47) at its end opposite to the lower pivot point, thereby performing the same movement.

[0100] During the approach movement of the bracket (12), the link (47) must not move. Therefore, in a solution based on the use of a cam (49), and as already explained, the cam (49) can rotate in a ratchet mechanism without dragging the link (47). In a variant embodiment using the force of a tension cable (17), the cable (17) itself does not apply sufficient tension to rotate the link (47) during the approach movement of the bracket (12).

[0101] The keyboard (14) houses signal and power electrical contacts, and, where applicable, data contacts, and is fixed to the lower surface of the movable bracket (12), although in another configuration it may be mounted on the upper surface of the movable bracket. The keyboard (14) consists of a central body (14.2), a rear cover (14.3), and a movable shield (14.1), which provides a seal and protection against impacts and electric shocks when the keyboard (14) is stationary prior to the connection process. See [reference needed]. Figure 18 , Figure 19 and Figure 20 .

[0102] The central body (14.2) serves to accommodate the contact points and cable; the rear cover (14.3) acts as a rear closure and accommodates the connector from which the electrical hose begins; and the movable cover (14.1) serves as a cover or closure and sealing element for the electrical contacts.

[0103] In another variation of the actual embodiment, the body (14.2) of the keyboard (14) may be defined by the frame of the bracket (12), which includes all the elements constituting it.

[0104] The nature of the electrical signals included in the keyboard (14) can be digital, analog, or electrical, to supply systems on the vehicle. Electrical connections can be performed via physical electrical contact (such as those currently in use), optical communication, or contactless systems such as so-called near-field contact (NFC).

[0105] When the connection is made, the bracket (12) moves in a direction approaching the keypad (14) of the adjacent vehicle, and the keypad (14) moves accordingly. During this movement (referred to as the approach movement), one or two surfaces on the side of the movable cover (14.1) come into contact with one or more pins or surfaces, thereby causing these pins or surfaces to rotate along a horizontal axis transverse to the direction of vehicle movement. This rotation can be clockwise or counterclockwise, depending on the arrangement of the components on the movable bracket (12). The rotation opens the front of the keypad (14), which houses the power and signal connectors.

[0106] Similarly, when the movable support (12) moves in the reverse direction, in a so-called retraction motion, the keyboard (14) moves backward, and subsequently, the movable cover (14) returns to its initial position under the action of a spring (51), which is located on the side of the movable cover (14) to ensure this return to the initial position. See [link to relevant documentation]. Figure 19 .

[0107] Since the movable bracket (12) moves by two or more springs (16), which are preloaded in the state before connection, a system is required to hold the movable bracket in its initial position and ensure that the position is stable until the movable bracket must move by the action of the springs (16) in the so-called approach motion.

[0108] The retaining element of the movable bracket (12) is a latch (52), which functions to retain the movable bracket (12) when coupling occurs between the coupler heads (1) and to release the movable bracket. For this purpose, as... Figure 21 As shown, the latch (52) consists of two arms (52.1 and 52.2), which may also be two defining surfaces of the same component.

[0109] If the two trucks to be coupled are designated as trucks "A" and "B", the arm (52.1) of truck "A" is intended to contact the small teeth of the opposite coupler head (1) of the adjacent truck "B" to be coupled, and the arm (52.2) of truck "A" is in contact with and held against the front surface (12.1) of its movable bracket (12). When the small teeth of the opposite coupler head (1) of truck "B" abut against the housing of the coupler head (1) of truck "A", the small teeth contact the arm (52.1) of the latch (52) of truck "A". At this time, the latch (52) of truck "A" rotates in a limited clockwise direction (viewed from the front of the vehicle towards the guide base), forcing it to rotate the second arm (52.2) of the bracket (12) so that the second arm loses contact with the front surface (12.1) of the bracket (12); thus releasing it to perform the approach movement.

[0110] One or more springs (53) ensure that it returns to its initial position. Another possible variation of the actual embodiment may be based on the use of the eccentric weight of the latch (52) to ensure the torque that allows it to return to its initial position.

[0111] In special cases, where the retraction movement of the bracket (12) needs to be performed without the coupling head (1) of one truck contacting the coupling head (1) of another truck, a solution is needed to force the latch (52) to perform a limited counterclockwise rotational movement followed by a clockwise rotation, allowing it to reposition itself in the front surface of the bracket (12), i.e., its initial position. For this purpose, it is envisioned that an inclined surface or similar solution exist on the rear side of the front plate (12.1) of the movable bracket (12), forcing the latch (52) to perform this rotation.

Claims

1. A mounting system of pneumatic and electrical modules in a coupler head of a wagon, characterized in that, The device includes a bracket (12) comprising an electrical module, a pneumatic module, and a shut-off valve (13). The bracket (12) is configured to allow for guided elastic movement in a direction adjacent to the theoretical longitudinal axis of the coupler head, and to allow for limited guided elastic paths in the directions of a vertical axis and a horizontal axis, which are included in a plane transverse to the longitudinal axis of the coupler head. This establishes a floating elastic mount of the bracket (12) on three mutually perpendicular axes, which allows for relative movement between the pneumatic connection module and the electrical connection module relative to the coupler head (1).

2. The mounting system of the pneumatic and electrical modules in the coupler head of a wagon according to the preceding claim, characterized in that, The bracket (12) has a spring (16) that generates thrust in a direction close to the longitudinal axis of the coupler head to bring the bracket (12) to a close position relative to the bracket (12) of the adjacent truck in the connection of the two trucks.

3. The mounting system of the pneumatic and electrical modules in the coupler head of a wagon according to claim 2, characterized in that, Includes a tensioning element (17), consisting of a cable, chain or similar device, one end of which is integrated with the rotating shaft of the mechanism of the coupler head (1), and the other end is connected to the bracket (12). When a separation is established between the two trucks, the tensioning element (17) pulls the bracket (12) to move it in a retraction direction opposite to the approach direction, thereby performing the disconnection of the pneumatic module and the electrical module.

4. The mounting system of the pneumatic and electrical modules in the coupler head of a wagon according to claim 1, characterized in that, The shut-off valve (13) is connected to the brake pipe of the truck and defines three chambers (34, 35 and 36) therein, having a push rod (33) held in a closed position by a spring (38); and the shut-off valve (13) includes a retaining element (42) that resists the action of the spring (38) to hold the push rod (33) in an open position; such that in the connection between the two trucks, the push rod (33) of each valve (13) is placed in the open position, in which it is held by the retaining element (42) to allow air to pass through.

5. The installation system for the pneumatic module and electrical module in the coupler head of the truck according to claim 4, characterized in that, The retaining element (42) of the push rod (33) is connected to the rocker arm (43). When the bracket (12) moves in the retraction direction, the rocker arm (43) swings and removes the retaining element (42), so that the push rod (33) is released and returns to its initial position, closing the air passage and preventing air in the vehicle pipe from escaping into the atmosphere.

6. The installation system for the pneumatic module and electrical module in the coupler head of the truck according to claim 5, characterized in that, The central chamber (35) of the valve (13) is connected to the outlet conduit (37) such that if the mechanical connection fails and the physical connection between the trucks is interrupted, the retaining element (42) resists the action of the spring (38) to keep the push rod (33) in the open position, allowing air to be discharged into the atmosphere through the outlet conduit (37).

7. The installation system for the pneumatic module and electrical module in the coupler head of a truck according to claim 2, characterized in that, The bracket (12) is mounted on the guide shaft (15) of the guide frame (28), and the frame (28) is mounted on a pair of guide members (27) integral with the coupler head (1) between the truck and the vehicle. The guide members (27) allow the frame (28) to move vertically and horizontally to a limited extent, and consequently allow the bracket (12) to move to a limited extent.

8. The installation system for the pneumatic module and electrical module in the coupler head of a truck according to claim 7, characterized in that, Each guide component (27) has elastic devices (24 and 25) arranged according to the vertical axis and elastic devices (26) arranged according to the horizontal axis, which hold the bracket (12) in a stable position at the center of the vertical and horizontal directions and allow it to float elastically.

9. The installation system for the pneumatic module and electrical module in the coupler head of a truck according to claim 3, characterized in that, The tensioning element (17) passes through a pulley (19) mounted on a support consisting of a pivotable link (20), wherein an elastic device (23) maintains the tension of the tensioning element (17) in all positions of movement.

10. The installation system for the pneumatic module and electrical module in the coupler head of a truck according to claim 1, characterized in that, The front of the bracket (12) has a prominent male centering element (30) and a female receiver (31), the male centering element having a conical or circular head, and the female receiver having a conical inlet and a cylindrical hollow end for centering between the pneumatic connection module and the electrical connection module.

11. The installation system for the pneumatic module and electrical module in the coupler head of a truck according to claim 5, characterized in that, The bracket (12) includes a head (46) mounted on an axis associated with a link (47), the link having a cam (49) associated with a ratchet mechanism; and the ratchet mechanism determines that when the bracket (12) moves in an approach direction, the cam (49) does not act on the link (47); but when the bracket (12) retracts, the cam (49) does act on the link (47), causing the head (46) to move in the opposite direction to the bracket (12); thus During the approach movement, the head (46) strikes the rocker arm (43) of the retaining element (42) of the valve (13) of the opposite coupler, releasing the interlock of the retaining element (42) and allowing the valve (13) to return to its closed position; while during the retraction movement, the head (46) moves in the opposite direction to the valve (13) to actuate the rocker arm (43) of the valve (13) of the opposite coupler, so that by actuation on the coupling of the truck, the valve (13) of the actuated coupler and the valve of the opposite coupler are closed.

12. The installation system for the pneumatic module and electrical module in the coupler head of a truck according to claim 1, characterized in that, The electrical module consists of a keyboard (14) that houses electrical contacts and is composed of a central body (14.2), a rear cover (14.3), and a movable cover (14.1); and when the bracket (12) moves in the approach direction, the movable cover (14.1) is pushed by a device that lifts it to the open position; and when the bracket (12) moves in the opposite direction or the retraction direction, an elastic device (51) brings the movable cover (14.1) back to its closed position.

13. The installation system for the pneumatic module and electrical module in the coupler head of the truck according to claim 2, characterized in that, Regarding the front portion (12.1) of the bracket (12), a latch (52) is provided, which holds the bracket (12) against the action of a preloaded spring (16); and when a coupling occurs between the coupler heads (1) of the two trucks, the latch (52) releases the bracket (12).

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